Larison



June 18, 1940. s. L. LARISON- SHOCK REDUCING ARD CUSHIONING WHEEL MOUNTING FOR VEHICLES Original and larch 27, 1939 5 Sheets-Sheet 1- lnvembr Glenn 1.. Larisan By I- 9H0 neys June 18, LARISQN Re. 21,483

15 30 13 nventot Glenn .Lariaon 9 H511 eya 4 June 18, 1940. s. L. LARISON 21,433

SHOCK REDUCING AND CUSHIbNING WHEEL MOUNTING FOR VEHICLES Original Filed March 27, 19:59. 5 Sheets-Sheet a 1 19 B .1 a A A A V 6 A j r I r F13. 4

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in van for Glenn L. La risen Attorneys June 18, 1940. v s. L. LARISON Re. 21,483

S BOGK REDUCING MID CUSHIONIflG WHEEL MOUNTING FOR VEHICLES Qrlginal Filed larch 27, 1939 5 Sheets-Sheet 4 Fig. 9

In ven for Glenn L. L arisen by Mal June 18, 1940. s. L. LARISON Re. 21,483

SHOCK REDUCING AND CUSHIONING WHEEL MOUNTING FOR VEHICLES Original Filed larch 27, 1939 5 Sheets-Sheet 5 Fig. 10

o o o 1' I: i 15 I L-u 1 L4 29' 17 Inventor Glenn L. Lari-son 5y 7: 1 ,k JV yaw Patented June 18, 1940 UNITED STATES PATENT OFFICE SHOCK REDUCING AND CUSHIONING WHEEL MOUNTING FOB VEHIULEB Glenn L. Larison, La Grande, Oreg.

15 Claims.

This application is a continuation in part taken from my co-pending application, Serial No. 223,275, flied under date of August 5, 1938.

This invention relates to vehicles of various types, but, more particularly, to trucks and trailers of the heavy duty type in which multiple wheels are necessary for properly carrying the load.

In vehicles of this character it is customa y to provide a plurality of wheels in pairs in order to obtain greater load-carrying efliciency. In this invention I also use wheels in pairs and mount each wheel separately, to permit each wheel to roll independently and to be raised above the other wheels, and so as to cause each wheel to carry its share of the load at all times regardless of the irregularities in the surface of the roadway.

I have discovered, however, that a mere equalizing or shock-reducing connection between the wheel spindles of each pair of wheels-thus effecting a compensating mounting in which the spindles move in unison-is not sufllcient because such construction, no matter how arranged, does not prevent severe thrusts or shocks to the wheelmounting assembly when the vehicle travels at slow speed over a rough road or at high speeds on a modern, improved highway. At high speeds the impact of the vehicle wheels against relatively low irregularities in the road surface produces, nevertheless, a very severe shock on the wheel mounting assembly. These severe thrusts and shocks so imparted to the vehicle and its wheel mounting are not only hard on the vehicle and its load, but also produce physical strain on the driver of the vehicle. Furthermore, when vehicles are driven over modern highways at high speeds, particularly trucks operating with heavy chains mounted on the wheels, the shocks or pounding action on the highway surface occasioned by impacts of the spaced chain lengths with the road surface, cause wear and strain to the road surface. Tests have shown, however, that this wear and strain on the road bed is materially lessened when the vehicle is equipped with means for properly cushioning such shocks.

While an equalizing or compensating connection between each pair of wheels in the vehicle, such as mentioned above, will reduce the thrusts and shocks imparted to the wheel mounting and to the vehicle and its load, this connection does not adequately reduce the shocks to make such mounting in itself sufliciently practical for vehiclesunder all conditions, but requires the providing of additional means by which these shocks are reduced to a more substantial degree or cushioned.

The object of this invention, accordingly, is to provide a resilient or cushioning connection between the wheel-spindles of each pair, which. 6 while permitting each wheel spindle to move up or down with respect to the other wheel spindles, will also insure the cushioning of sudden violent upward thrusts on any one spindle, instead oi instantly transmitting the entire force 10 of such thrusts and shocks to the oppositely connected spindle.

A further object of this invention is to provide such a connection between the spindles of each pair that, under certain conditions, both spindles 15 may move upward suddenly together, without necessitating any immediate lifting of that portion of the vehicle support to which the spindle assemblies are hinged, as, for example, when both wheels of a pair suddenly are caused to engage 20 a bump or obstruction in the roadway, and, under such conditions, thus causing an entirely diil'erent action by the connected spindles from that obtained with the usual equalizing or so-called compensating connection between the pair of 2s spindle assemblies.

The manner in which these objects are obtainable is hereinafter iully described with reference to the accompanying drawings illustrating practical embodiments of my invention.

In the drawings:

Fig. 1 is a perspective view of a heavy duty trailer supported on eight wheels and embodying the principles of my invention, the wheels being shown raised to different heights as might occur when the vehicle is traversing an extremely uneven road surface;

Fig. 2 is a perspective view of the rear portion of a vehicle chassis supported on four wheels and also embodying the principles of my inven- 40 tion, one of these wheels having been removed to reveal the spindle-carrying mechanism and two of the remaining wheels raised to different heights as in Fig. 1;

Fig. 3 is an enlarged perspective view of the resilient mountings of one pair of wheels of the vehicle illustrated in Fig. 1, one of the wheels of this pair having been'removed to show more clearly construction and action oi the wheel spindle assemblies;

Figs. 4 and 5 are end elevations of the same pair of wheels and wheel spindle assemblies, Fig. 4 showing the wheels at the same height and Fig. 5 illustrating the shock-cushioning action which takes place when one of the wheels is 55 suddenly raised above the other as occurs when one wheel is forced to pass over a bump on the road surface;

Fig. 6 is a fragmentary medial sectional elevation corresponding to the line 6-5 of Fig. 4;

Fig. 'i' is a sectional plan taken on line 1-? 01 Fig. 6;

Fig. 8 is a perspective view of a modified form of one of the parts of the spindle assembly;

Fig. 9 is an end elevation similar to Fig. 4 but showing the companion wheel spindle assemblies connected by a compound resilient member and the construction modified in certain other respeets to conform with the principles of my invention;

Fig. 10 is an end elevation, partly in vertical section, illustrating a further modification in the means for resiliently connecting the wheel spindle assemblies; and

Fig. 11 is a vertical sectional elevation taken on line II- II of Fig. 10.

In the heavy-duty vehicle shown in Fig. 1, the eight rubber-tired wheels A, B, C, D, E, F, G and H are arranged in two transverse rows of four each. Each wheel is permitted independent vertical movement in accordance with the principles of my invention and the vehicle load is at all times evenly distributed among the eight wheels. The wheels A and B are mounted on spindle carrying assemblies independently hinged to the forward end of a longitudinal member I and the wheels G and H are mounted in like manner at the rear end of the longitudinal member I. Similarly, the wheels C and D and the wheels E and F are mounted at the forward and rear ends respectively, of the companion longitudinal member J. The longitudinal members or walking beams I and J are pivotally connected as shown at K, to the transverse bolster L, which, in this particular trailer type of vehicle, constitutes the main chassis member and is provided with the usual draw bar M and superimposed bunk N. The pivotal connections of the longitudinal members I and J to the bolster L permit these members to oscillate in vertical planes parallel to the direction of travel of the vehicle when the Wheels traverse uneven road surfaces.

As previously indicated, the wheel-carrying assemblies in my invention are arranged in pairs. Thus, four pairs of these assemblies are required for the eight-wheeled trailer of Fig. 1. but since these four pairs are identical, only one pair need be described. For this purpose the assemblies for the wheels A and B will be described in detail with reference to Figs. 3, 4, 5, 6 and '7.

The wheels A and B are rotatably mounted on the spindles I I and II, respectively, in abutment with the fixed collars I2 and I2. The spindle II if formed integral with, or rigidly secured to, an arm M, and the spindle II is likewise formed on, or secured to, a similar arm I4, the spindles extending from opposite sides of and perpendicular to the vertical plane of the longitudinal member I, substantially as shown in the sectional plan Fig. '7. The inner ends of the arms I4 and II are bifurcated to form hinge portions I5 and I5 which register with similar bifurcations of a hinge fixture IE, made fast to the longitudinal member I, in such manner that the hinged arms I4 and I4 may swing independently in vertical arcs about the common hinge pin II, the hinge pin II being perpendicular to the vertical plane of the longitudinal member I. The hinge fixture I6 is set in a suitable recess at the bottom of the walking beam I to permit limited upward movement of the spindle-arms I4 and I4 as shown in longitudinal section in Fig. 6. The limit of such upward pivotal movement of the spindle-arms I4 and I4 may be definitely established by the provision of a stop plate I8, of the required thickness, firmly attached to the walking beam I. These hinged spindle-arms with their hinge connection to the longitudinal beam permit upward and downward movement of the wheel-spindles without any sidewise or lateral movement with respect to the beam 1 and allow independent movement of the vehicle wheels in planes always parallel to the substantially vertical plane of the walking beam or longitudinal chassis member.

A stub shaft 20 (Fig. 6i, is firmly secured in the end of the beam I, hear the top, with its axis substantially horizontal and parallel to the major exis of the beam I. On this shaft 20, the rocker arms I9 and I9 are mounted for free and independent rotation, and these are held against axial displacement on said shaft by a nut 2 I.

The hub of the rocker I9 occupies the central position of the extending part of the shaft 28, and the hub of the rocker I9 is bifurcated to straddle the hub of the rocker I9 as seen in Figures 3 and 6. An upstanding lug or shoulder 22 is formed integral with the rocker I9, and a similar shoulder 22' is provided on the rocker I9, these shoulders being spaced apart to bear on a substantial compression spring 23 interposed between their inner faces in such manner as to afford a resilient resistance to the upward arcuate movement of either or both rockers. A bolt 24, loosely disposed in the shoulders 22 and 22' and passing through the spring 23, together with suitable keeper washers (not shown) at the ends of the spring, retain the spring against lateral displacement and limit the movement of the rockers and the upstanding lugs away from each other.

The rocker I9 has an integral stub shaft 25 (see dotted lines in Fig. 4) extending radially from the hub and substantially at right angles to the shoulder 22. A pivot block 26 is journaled on this stub shaft 25. The block 26 has fixed short pins 21 extending from opposite sides, and the block 26 is held against axial movement on the stub shaft 25 by a screw 28 (Fig. 3) threaded into the end of the shaft 25. The spindle II carries a similar pivot block 29 adjacent the fixed collar I2. Connecting the pivot block 29 of the spindle II and the pivot block 26 on the rocker I9 is a link 30 having forked ends which are disposed on the pins of the pivot blocks and which may oscillate with respect thereto, as shown in Figures 3, 4 and 5. The rocker I9 is coupled to the spindle II by similar means comprising pivot block 26', link 30' and pivot block 29'.

The action of each pair of wheel-carrying assemblies will now be explained with particular ref erence to Figures 3, 4 and 5. When the wheels A and B are resting on, or traversing a smooth and level road surface, the wheel spindles will be held in the relative position illustrated in Fig. 4, because the shock-cushioning spring 23 is made sufiiciently strong to support that portion of the vehicle load borne by the corresponding end of the walking beam 1. However, when one 01' the Wheels, for example the wheel A, encounters a bump on the road surface, it will be raised to a greater elevation than the wheel B. In such case, the spindle arm I4 will be lifted in a vertical are Gil about the hinge beam- II, the link III will be thrust upwardly, and the rocker I! will be rotated counterclockwise as viewed in Figures 4 and 5.

Under some conditions this movement of the rocker l9, due to the load-supporting strength of the interposed spring 21, will cause similar movement to be imparted to the rocker l9, resulting in a downward thrust on link corresponding to the upward thrust on link 30 with consequent raising of the end of the walking beam I one half of the distance that the wheel A is lifted. However, if the raising of the wheel A occurs suddenly, the inertia of the load will cause compression of the spring 23, and if the vehicle is loaded to the sustaining capacity of the spring as heretofore mentioned, the sudden shock will be entirely taken up by the compression of the spring 23, the wheels, wheel-carrying assemblies, and beam I then assuming the relative positions shown in Fig. 5. Thus the upward thrust of the wheel A is cushioned by the spring 23 after the manner of a shock-absorber. Were both wheels to strike a. sudden bump in the road and be simultaneously raised, the spring would be compressed from both ends by the inward motion of the rockers with like shock-absorbing action.

The plane of rotation of the wheel A is not changed by the upward thrust of the uneven road surface as in some other devices, but is confined by the hinged spindle-arm I to the normal plane of rotation, that is, parallel to the beam I, and at a constant distance therefrom. No tilting of lish the extent of upward travel of the spindle arms M and II and also the downward movement of the beam I with respect to the supporting wheels. In the event of fracture or complete failure of one of the wheels or its spindle the end of the walking beam I can drop only until the stop plate iii abuts the spindle-arm of the other wheel of the pair. The other wheel then carries a double load, but there is no tendency of the vehicle to change its course or to leave the road under such conditions. The stops l8 may be so arranged that the distance which the beam I is permitted to drop will be less than the effective depth of the pneumatic tires on the whees of the vehicle, so that in case of complete loss of air in one tire the action previously described will take place and the load on that wheel will be shifted to the companion wheel, the defective tire thus being relieved of its share of the load and the rim of the wheel being prevented from resting on it. Figure 3 illustrates the end of the beam I supported on one wheel, the other wheel having been removed from its spindle.

In Figures 3, 4, 5 and 6 as shown, the links 30 and ill are each formed of a single piece of material. Figure 8 illustrates a modified form of link made in two parts ii and 32 having central inwardly extending bosses or spacers II and 32 and the two parts coupled together by a bolt 33 or other suitable means. Actually I have found it more practical to use links constructed in this manner than the links shown in Figs. 3, 4, 5 and 6. However, various other ways in which such links might be constructed in order to function in the manner intended will suggest themselves.

In the vehicle shown in part in Fig. 2, there are no longitudinally walking beams. The longitudinal members P and Q are in this instance made rigid with the vehicle chassis R, and a hinge fixture I! is firmly secured at the bottom of each longitudinal member as before. A fixed shaft (not shown, but being similar to the shaft 2| of Figures 3 and 6), carries the rockers II and II of each pair of wheel-carrying assemblies, such shaft being firmly secured in each of the members P and Q. In all other respects, the wheelcarrying assemblies are the same.

Figure 9 shows a modified form in which my invention may be constructed. Here the shockabsorbing function of the shouldered rockers and interposed compression spring of the previously described embodiment is performed by a single member, namely the leaf spring 40. This flexible member is formed of a number of leaves of the proper length and thickness to support a normal vehicle load and these leaves are clamped together at the middle in a cradle Ii which is rockably mounted on the stub shaft 20 of the walking beam I. The lower-most leaves of the spring II are bent at the ends to form eyes. and into these eyes are placed bushings 42 and I2 (shown dotted), these bushings being formed with concave seats to receive balls ll and ll (shown dotted) which have cylindrical projections ll and H extending therefrom in substantially axial alignment with the spring eyes. These shaft-like projections are disposed in the upper ends of the links 30 and ill and constitute knuckle ioints between the coupling links 30 and 30 and the ends of the leaf spring III in similar manner to the pivot blocks of the previous embodiment. The remainder of this modified form of my invention is the same as that heretofore described and the cushioning action obtained is similar although achieved by different means. The transverse compound leaf spring is more suitable for extremely heavy loads than the helical compression spring because of the distribution of shock load over large areas of spring leaves. The compound spring member obviously may flex on either or both sides of the clamp cradle ll, and thus cushion sudden shocks caused by the lifting of either one of the wheels or both wheels together.

Figures 10 and 11 illustrate another modified form in which my invention may be carried out. In this modified construction, in place of the links II and I0, I provided upstanding rods and ll bifurcated at their lower ends and pivotally mounted to the pivot block II and 1!, respectively. Pistons 46 and 46' are carried on the upper ends of these rods 45 and 45' and are adapted to reciprocate in the hydraulic cylinders 41 and 41'. In order to compensate for the arcuate movement of the ends of the spindle-arms I4 and I4 the cylinders 41 and II are formed with hollow bosses l8 and 48 bored to receive the ends of a shaft 4! extending transversely through the beam I. Pins 60, firmly secured to the bosses 48 and 48' co-act with grooves in the shaft ill to hold the cylinders in place and permit slightly arcuate movement in parallel vertical planes.

The space above the pistons 46 and II is filled with a suitable fluid such as oil. Flexible tubes ii and ii are attached to the cylinders 41 and 41', respectively,which are alsofllledwith the fluid. and these tubes have their other ends connected to a T-fitting 52 which also connects with the spring-loaded hydraulic chamber 5!. Normally an upward thrust on the spindlell, pushing the piston 46 upwardly, will force fiuid from cylinder If to pass through the tube ii, the T-fitting 52, the tube 5i and into the other cylinder 1' exerting a downward thrust on piston 46'. However, with any sudden upward thrust of piston I the fluid from chamber 41 passing through the 1s tube 5| will tend to be forced into the chamber 53 with suflicient impact to cause the piston 54 to compress the spring 55 thus taking up part or all of the thrust of fluid and cushioning the shock as desired. The same result takes place with a sudden upward thrust of the other spindle M or with sudden upward thrusts of both spindles simultaneously.

While I have illustrated and described three forms in which my invention may be carried out, it is not my intention to limit my invention to these particular embodiments. Obviously there are other ways in which the desired resilient, spring, or cushioning connection between the two wheel assemblies might be constructed or mounted to carry out the principles of this invention. All that is required is that the two wheel assemblies in each pair be hinged for up and down movement in parallel vertical planes, spaced constantly the same distance apart, and that the two assemblies be connected by suitably resilient means so arranged that a sudden upward thrust of one or both assemblies will be cushioned in the manner described. instead of being transmitted entirely to the other assembly or entirely to the connected portion of the vehicle supporting means.

I claim:

1. In a mounting for a pair of vehicle wheels. a longitudinal member, a pair of wheel-carrying assemblies, a wheel spindle in each of said assemblies. said spindles being substantially perpendicular to the plane of said longitudinal member. a hinge connecting each of said assemblies to said longitudinal member, said hinges being perpendicular to the plane of said longitudinal member, whereby said spindles may be moved up or down with respect to said longitudinal member, but will always be substantially perpendicular to the plane of said longitudinal member and the wheels on said spindles will always be spaced a constant distance from said longitudinal member, linkage joining said assemblies and pivotally connected to said member, said linkage including resilient means whereby to cushion sudden upward thrusts on either of said assemblies.

2. A device for mounting a pair 01 wheels on a vehicle chassis, said device including a vertical longitudinal member attached to the vehicle chassis, a pair of wheel-carrying assemblies, a wheel spindle in each of said assemblies, said spindles extending in opposite directions from said member and substantially perpendicular to the plane of said member. each of said assemblies hinged to said member for up and down movement, said hinges being perpendicular to the plane of said member, whereby said spindles may be moved up or down with respect to said member but will always be substantially perpendicular to said member and the wheels on said spindles will always be spaced a constant distance from the plane of said member, stops definitely limiting the upward movement of each assembly, linkage connecting said assemblies, said linkage including a pair of rocker arms mounted on said member extending from opposite sides of said member, the ends of said rocker arms being connected by links to said assemblies, respectively, each of said rocker arms having an upstanding lug, and a compression spring interposed between said lugs.

3. In a vehicle, a walking beam, a pair of arms, a wheel spindle on each arm, said spindles extending in opposite directions from said walking beam and substantially perpendicular to the plane of said walking beam each of said arms hinged to said walking beam for up and down movement, said hinges being perpendicular to the plane of said walking beam, whereby said spindles may be moved up or down with respect to said walking beam, but will always be substantially perpendicular to said walking beam and the wheels on said spindles will always be spaced a constant distance from the plane of said walking beam, means definitely limiting the upward movement of each arm, linkage connecting said arms, said linkage pivotally connected to said walking beam, whereby upward movement of one arm will cause a force to be exerted in the opposite direction on the other arm, said linkage ineluding a resilient element whereby to cushion sudden upward thrusts on either of said arms.

4. In a vehicle, a Walking beam, a. pair of arms, a wheel spindle on each arm, said spindles extending in opposite directions from said walking beam and. substantially perpendicular to the plane of said walking beam, each of said arms hinged to said walking beam for up and down movement, said hinges being perpendicular to the plane of said walking beam, whereby said spindles may be moved up or down with respect to said walking beam but will always be substantially perpendicular to said walking beam and the wheels on said spindles will always be spaced a constant distance from the plane of said walking beam, means definitely limiting the upward movement of each arm, means connecting said arms, said connecting means including a pair of rocker arms mounted on said walking beam extending from opposite sides of said walking beam, the ends of said rocker arms being connected by links to said arms, respectively, each of said rocker arms having an upstanding lug, and a compression spring interposed between said lugs.

5. In a vehicle, a vertical longitudinal member attached to the vehicle chassis, a pair of arms, a wheel spindle on each arm, said spindles extending in opposite directions from said member and substantially perpendicular to the plane of said member, each of said arms hinged to said member for up and down movement, said hinges being perpendicular to the plane of said member, whereby said spindles may be moved up or down with respect to said member but will always be substantially perpendicular to said member and the wheels on said spindles will always be spaced a constant distance from the plane of said member, linkage connecting said spindles, whereby upward movement of one spindle will cause a force to be exerted in the opposite direction on the other spindle, said connecting means including a pair of rocker arms mounted on said member extending from opposite sides of said member, the ends of said rocker arms being connected by links to said spindles, respectively, each of said rocker arms having an upstanding lug, and a compression spring interposed between said lugs.

6. A mounting for a pair of wheels including, a. walking beam, a pair of wheel spindles, a spindle-carrying means for each spindle hinged to said walking beam, said spindles extending in opposite directions from said walking beam and substantially perpendicular to the plane of said walking beam, means connecting said spindlecarrying means, whereby upward movement of one spindle carrying means will cause a force to be exerted in the opposite direction on the other spindle-carrying means, said connecting means including a pair of rocker arms mounted on said walking beam, extending from opposite sides of said walking beam, the ends of said rocker arms being connected by links to said spindle-carrying means, respectively, each of said rocker arms having an upstanding lug, and a compression spring interposed between said lugs.

7. In a vehicle, a pair of parallel members attached to the vehicle chassis, a pair of wheelcarrying assemblies separately hinged to each of said parallel members, a horizontal wheel spindle in each wheel-carrying assembly, the spindles in each pair of assemblies extending in opposite directions, said assemblies hinged to the parallel members to permit up and down movement in parallel planes of the wheels on said spindles, means connecting each pair of said assemblies, said means including a pair of rocker arms pivotally mounted on the member and links connecting said rocker arms and said assemblies, respectively, each rocker arm having an upstanding lug, and a compression spring between the upstanding lugs of each pairof rocker arms.

8. In a vehicle, a pair of walking beams, a pair of wheel-carrying assemblies separately hinged inward from the end of each of said walking beams, a horizontal wheel spindle in each wheel-carrying assembly, the spindles in each pair of assemblies extendingin opposite directions, said assemblies hinged to the walking beams to permit up and down movement in parallel planes of the wheels on said spindles, means connecting each pair of said assemblies, said means including a pair of rocker arms pivotaliy mounted on the walking beam, and links con necting said rocker arms and said assemblies, respectively, each rocker arm having an upstanding lug, and a compression spring between the upstanding lugs of each pair of rocker arms.

9. In a vehicle, a mounting for a pair of wheels including a wheel-carrying assembly supporting member, a pair of wheel-carrying assemblies, each of said assemblies including a wheel spindle, said spindles extending in opposite directions, each of said assemblies hinged to said member for up and spindles extending in opposite directions, the hinges connecting said assemblies to said longitudinal member being parallel to said spindles, ground engaging members carried by said spindles, means connecting and assemblies, said means so constructed and arranged that upward movement of one assembly will cause a force to be exerted in the opposite direction on the other assembly, and said means including a spring member pivotally connected to said longitudinal member with links connecting said spring member to said assemblies.

11. In combination set forth in claim 10 with said hinges arranged in axial alinement with each other and with said spindles normally in axial alinement with each other.

12. In a vehicle, a mounting for a 'pair of wheels including a pair of wheel-carrying assemblies, each of said assemblies having a wheel spindle, said spindles extending in opposite directions, each of said assemblies hinged for up and down movement, means connecting said assemblies, said means so constructed and arranged that upward movement of one assembly will cause a force to be exerted in the opposite direction on the other assembly, and said means including hydraulic pistons connected to said assemblies and a spring loaded hydraulic chamber adapted to cushion sudden shocks on either "or both of said hydraulic pistons.

13. In a vehicle, a walking beam, a pair of wheel-carrying assemblies hinged near each end of said walking beam for up and down movement in parallel planes, the wheel-carrying assemblies in each pair being connected by a resilient linkage so constructed and arranged that a gradual upward movement of one assembly will produce equal movement in the opposite direction of the other assembly, but the shocks of sudden upward thrusts of one or both assemblies will be absorbed in said resilient linkage.

l4.-In a running gear assembly, a beam mem ber, a plurality of resiliently opposed links pivotally mounted at one end of said beam, links transversely pivoted to said beam at one end and carrying ground engaging means at the other end or said links, and means for securing said first and second named links together so constructed and arranged that said ground engaging means will have movement in planes parallel to said beam and be laterally spaced a constant distance therefrom.

15. The combination set forth in claim 14 with said second named links pivoted to said beam member on a common axis.

GLENN L. LARISON.

DISCLAIMER RE. 21,483.Glenn L. Lumen, La Grande, Oreg. SHOCK REDUCING AND Cusmon- ING WHEEL MOUNTING FOR VEHICLES. Patent dated June 18 1940. Disclaimer filed May 28, 1941, by the inventor, and the assignee, iarison Compensating Axle Corporation.

Hereby enter this disclaimer to claim 9.

[Qfi i Gazette June 24, 1941.] 

